Air-brake system



Jan. 5 1926. 1,568,336

T. JAMES, J?

AIR BRAKE SYSTEM Filed March 29, 1924 2 Sheets-Sheet 1 m I If mn I J .L I

' WITNSS: INVENTOR WWW? wdwu' ATTORNEY Jan. 5, 1926. 1,568,336

- T. JAMES, JR

AIR BRAKE SYSTEM Filed March 29, 1924 2 Sheets-Sheet 2 WITNESS.- )NVENTOR "@MMM ATTORNEY Patented Jan. 5, 1926.

UNITED STATES THOMAS JAMES, JR, OI PHILADELPHIA, YENNSYLVANIA.

AIR-BRAKE SYSTEM.

Application filed March 29, 1924. Serial No. 702,841.

To all 71 7107)). it may concern:

Be it known that I, THOMAS JAMES, J12, a citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and use ul Improvements in an Air-Brake System,'of which the following is a specification.

My invention relates to improvements in an air brake system and the object of my invention is to provide a retaining valve and. a system associated therewith, in which the retaining valveoperates in conjunction with a triple valve, such as is now in use in all well known automatic air brake systems; a further object is to provide a system in which the. retaining valve is always under full control of the will of the engineer; a further object is to automatically retain the air in the brake cylinder when recharging the brake system; a further object is to re lease the brakes by the action of the brake valve in the engine without interference of the retaining valve, either before recharging the system, or at any time regardless of the pressure in the system; a still further object is to provide a retaining valve which may be used, and which will operate in a train having some cars equipped with my retaining valve and other cars equipped with the old form of hand pressure retaining valve; and a still further object is to provide a retaining valve which will provide means, when all the cars of a train are )rovided with retaining valves, for obtaining a uniform and simultaneous release of all the brakes throughout the train regard less of the length of the train.

In the accompanying drawings, Fig. 1, is a diagrammatical view of an air brake sys- 1cm embodying my improvements, Fig. 2, a vertical sectional view of a standard triple valve, shown, diagrammatically, in lap position, for the purpose of better illustrating the operation of the present inven iion: Fig. 3, is an. enlarged vertical sectional view of my improved retaining valve; and Fig. 1'. a horizontal sectional view on line l- -l-{Fig 3. f

Referring to the drawings in which like reference characters refer to like parts, 1 represents a train pipe for supplying and coutrollirig air pressure from a source of -.upplyusually upon the locomotive in railroad equipgiients. A triple valve 2,5111 auxiliary reservoir 3 and a brake cylinder 1,.

all of standard type, are employed in the present system.

My improved retaining valve 6 is con nected with the train pipe 1, through which valve 6 the air must flow in passing to the triple valve 2, through a connection 7. A by-pass 8 forms a connection between the triple valve 2 and the train pipe 1 for the return of air from the triple valve independently of the retaining valve 6. A

check valve 9 is provided in the by-pass 8,- and is so arranged as to prevent the air passing through the bypass 8 to the triple valve 2, except through said valve 6. An exhaust pipe 12 is connected between the exhaust outlet 54 of the triple valve 2 and the retaining valve 6. A connection 14; is provided between the auxiliary reservoir 3 and the retaining valve 6, by which connection 1 1, the pressure upon opposite heads of piston 17 become equal, when the pressure in the auxiliary reservoir 3 and the train pipe 1 become equalized.

The retaining valve 6 comprises a casing 16, in which is slidably mounted the piston 1.7. The casing 16 is provided with a bushing 18 which is removably secured in the casing and forms a part thereof. The casing 16 is closed at its ends by plugs 20 and 21. The piston 17 is provided with two heads 23 and 24, of equal areas, and between said heads is a reduced portion forming a chamber 26. The piston 17 is normally held in the position shown in Fig. 3, by a small spring 30, which exerts pressure against the head 23 and tends to hold the piston boss 31 against the stop 32 formed on the head .21. When the pressures are equalized upon the opposite heads of the piston 17 the spring 30 will have suflicient strength to move the piston into its normal position against said stop 32. Said piston 17 is also provided with a boss 33 upon its opposite end which is adapted to strike against a. stop 34 formed upon the plug 20, when the piston moved against the action (Ti the spring 30.

The bushing 18 is provided with ports 35 which communicate with the pressure chamber 19 formed within the retaining valve 6, below the head. 2 1, and with the connection for the train pipe 1. Said bushing lS is also provided. with ports 36, which form a communication between said chamber 19 and the opening formed in the casing 16 for the connection of the pipe 7 connected with the triple valve 2, when the piston'is lifted by pressure from the train pipe 1. The bushing 16 is also provided with ports 38 which communicate with the chamber 26 formed between the heads 23 and 24: of the piston, and with an opening formed in the casing 16 for the connection of the exhaust pipe 12, leading from the triple valve exhaust outlet 54. The casing 16 and bushing 18 are provided with exhaust ports etO, leading from said chamber 26 to the atmosphere. The bushing 18 is also provided with ports 12 which form a communication between a pressure chamber 27 formed above the piston head 23 and the opening formed in the casing 16 for the connection of the pipe 14. which forms a connection with the auxiliary reservoir 3.

The operation of the retaining valve 6 is as followsa-JVhen the pressure in the train pipe 1 and the pressure in the auxiliary reservoir 3, (connection 14), are equal, said chambers 19 and 27 will have equal pressure therein, and the spring 30 will move the piston into the position shown in Fig. 3 with the exhaust ports 38 and 1-0 open to the atmosphere. The piston 17 also remains in this position when the auxiliary pressure 3, (connection 14) is greater than the train pipe pressure. lVhen the pressure in the train pipe 1 is increased to release the brakes and charge the auxiliary reservoir through connection 7, said train pipe pressure in chamber 19 must first move the piston 17 and open ports 36 before the pressure can pass through chamber 19 and ports 36 to connection 7. This movement of the piston causes the head 24- to simultaneously open said ports 36, and closes the ports 38 leading from the exhaust pipe 12, from the triple valve exhaust outlet, thus retaining the pressure in the brake cylinder 4, as the exhaust, through the triple valve 2 is prevented from passing to the atmosphere by the piston head 24 of the retaining valve 6 covering the ports 38. During the retaining of the pressure in the brake cylinder i the train pipe pressure is passing through the retaining valve ports and 36 through connection 7 to the triple valve 2 and to the auxiliary reservoir 3, through the triple valve, and when the auxiliary reservoir pressure is equal to the train pipe pressure the pressure upon opposite heads of the piston 17 will be equalized and the spring 30 will move the piston into the position shown in Fig. 3, and open the exhaust ports 38 and 40 to the atmosphere, allowing the brake cylinder to empty, thus releasing the brake. This movement of the piston" cannot take place until the train pipe pressure and auxiliary reservoir pressures equalize, or the train pipe pressure is reduced below the pressure of the auxiliary reservoir.

The retaining valve and the. triple valve are so connected in the air brake system that they will operate in conjunction with each other, and they may also operate in the same way, or in opposite ways, at the same time or at difierent times, as hereinafter described.

To recharge the train brake system and retain air in the brake cylinders while recharging the auxiliary reservoir, the brake valve, (on the locomotive not shown in drawings), is placed in full release, or running position; the air pressure flows through the train pipe 1. through retaining valve 6, moving the piston 17 against the spring 30, as the pressure cannot pass through the lay-pass 8 due to the check valve 9. The piston 17 thus moves up and opens communication through pipe 7 to the triple valve 2; and also closes the exhaust ports 38 and 40 of the retaining valve. Said pressure passes through connection 7 and moves the triple valve piston to the right (see Fig. 2), which opens the by-pass 51, allowing the pressure to pass to the auxiliary reservoir 3. In this movement the piston 50 moves the slide valve 52 which brings the brake cylinder passageway 50 and brake cylinder pipe 5 into communication with the exhaust outlet 54. The pressure cannot exhaust from the brake cylinder through said passageways 53 and 54, as the exhaust outlet 5a, of the triple valve is connected with the exhaust pipe 12 connected with the retaining valve 6. The charging pressure of the train pipe 1, acting against the under side of the head 24 of piston 17 holds said piston in a position to close the exhaust ports 38 and 40 of the retaining valve. The pressure is free at all times to pass from the auxiliary reservoir 3 through connection 14, to the upper end of the piston head 23 of the valve 6, and when said auxiliary reservoir pressure equalizes with the train pipe pressure the spring 30 will move the piston 17 down and open exhaust ports 38 and 40, allowing the brake cylinder pressure to exhaust and release the brakes. The equalization of the auxiliary reservoir pressure and the train pipe pressure may take place at any time, and at any desired pressure by closing the brake valve on the locomotive, or it will take place automatically when the recharging ceases at the maximum pressure.

When the retaining valve is, in the position shown in Fig. 3, with the exhaust port open, and the charging port 336 closed. it will not interfere with the operation of the triple valve 2 when it is desired to apply the brakes and retain air in the brake cylinders. which operation is as follows The brake valve of the locomotive is moved into service position, which reduces the pressure in the train pipe, (through the brake valve exhaust), at the same time the pressure at the train pipe side of the triple he to the retaining valve 6.

valve piston 50 is reduced and said piston 50 will move in the direction of the lower pressure (or towards the train pipe side), thus closing the triple valve exhaust outlet \Vhen so reduced the air pressure from the train pipe side of the piston 50 passes from the triple valve by way of the by-pass 8 to the train pipe 1, as the port 36 of the retaining valve is closed by the piston head 24, due to the train pipe pressure being reduced, and said head 24: also opens the exhaust ports 38 and d when in this position.

The brakewalve may now be placed in the lap position .t'or retaining the brakes in. the applied position,-the triple valve thus shifted to lap position, as shown in Fig. 2, with the exhaust outlet 54 remaining closed. \Vhen in the lap position, the pressures in the auxiliary reservoir and in the train pipe 1 will become equalized and the exhaust port 54 of the triple valve still remains closed. As above stated the exhaust ports 38 and 40 of the retaining valve are always open when the pressures in the system are equalized, due to the equal pressures upon the opposite heads 23 and 24 of the piston 17, which permits the small spring to shift the piston 17 into its normal position with the exhaust ports 38 and rO open to the atmosphere. Thus it will be seen that when the retaining valve exhaust ports 38 and 4:0 are open, the triple valve retains the air in the brake cylinder when the brake valve is in lap position after a service application.

The brakes may be released after a service application of the brakes before fully recharging the system, by placing the brake valve in released position, allowing the pressure from the train pipe to pass through the retaining valve to the triple valve, shift ing the piston 50 fully to the right, (Fig. 2.) into the exhaust position, with passages 53 and 5st in communication, thus opening the brake cylinder pressure to the retaining valve, the exhaust port of which is now closed. The brake valve is then placed in lap position, permitting the auxiliary reservoir 3 and train pipe'pressures to equalize, and when so equalized the piston 17 of the retaining valve will again open the exhaust ports 38 and 40 of the retaining valve. The triple valve piston still remains in the release position. Both the triple valve exhaust outlet 5% and the retaining valve exhaust ports 38 and 40 are now open, and the pressure from the brake cylinder 4: may exhaust through the triple valve and the retaining valve. exhaust ports to the atmosphere.

Thus it will be seen that the brakes may be applied or released at any time regardless of the pressure in the system, and the retaining valve will not interfere with the releasing of the bralics. It will also be understood that the retaining valve may be controlled by the brake valve, as above mentioned.

The air brake system may be fully recharged when equipped with my retaining valves without releasing the brakes. The systems now in use, not having my retaining valves thereon, cannot be recharged without entirely releasing the brakes and, losing all the air in the brake cylinders, except by the use of hand retaining pressure valves located on each car and brought into or out of action only when set by a hand operation, when the train is at a standstill. Vith said hand retaining valves only a portion of the brake cylinder pressure can be retained. lVith the use 01 my retaining valves the system can be fully recharged,

to any desired pressure, and without losing any air pressure from the brake cylinder. This recharging of the system may be accomplished as follows; assuming that the brakes are on, the brake valve is placed in the release position, the train pipe pressure now passes through the retaining valve and moves the piston 17 into a position to close the exhaust port 38. Said pressure then passes to the auxiliary reservoir 8, then the pressure moves the piston 50 to the release position with the triple valve exhaust port 54: open, but the exhaust pressure is held at the retaining valve. The pressure from the train pipe now recharges the auxiliary reservoir and said pressure is in communication with the retaining valve piston head 23. lVhen the system becomes fully charged the pressure in the auxiliary reservoir and in the train pipe become equalized, permitting the small spring 30 in the retaining valve to move the piston 17 down and open the exhaust port 38 to the atmosphere thus automatically releasing the brakes after fully recharging the system.

Vhen some cars in a train are equipped with my retaining valves and other cars are equipped with the old form of hand pressure retaining, valves, the brakes of all the cars may be released by the brake valve at the will of the cngii'ieer, providin the hand pressure retaining valves are open to the atmosphere. It said hand presure rctaining valves are set to retain a given pressure in the brake cylinders of some of the cars in the train, my retainers upon the other cars can be operated by the brakevalve to retain the same pressure in the brake cylinders as the pressure which is retained in the brake cylinders of the ears equipped with the hand pressure retaining valves; therefore, obtaining a uniform retaining pressure in the brake cylinders throughout the train. When it is desired to release all the brakes, the cars equipped with'my retaining valves may be released l jll lfif) by the brake valve, and the other cars can only be released by opening each individual hand pressure retaining valve throughout the train.

A uniform release of all the brakes throughout the train may be obtained when all the ears are equipped with my retaining valves; this may be accomplished by increasing the brake pipe pressure, which operates my retaining valve piston to close the exhaust port of the retaining valves. Said increase of pressure also opens the triple valve exhaust outlets which exhaust pressure is now held by the retaining valve pistons on all the cars throughout the entire train. When said increased pressure in the train pipe reaches the last car in the train, said increased train pipe pressure is shut off by the brake valve on the engine; the train pipe and all the auxiliar 1 reservoirs throughout the train will then become equalized, thus permitting the spring 30 to move the retaining valve pistons and open the exhaust ports and allow the exhaust from the brake cylinders to escape to the atmosphere, thus releasing all the brakes throughout the train, simultaneously regardless of the length of the train.

I claim:

1. An air brake system comprising a reretaining valve adapted to control the exhaust pressure outlet from the brake system, a train pipe, and a connection between the train pipe and the retaining valve adapted to close said exhaust outlet when char 'ing the system.

2. An air brake system comprising a brake equipment, a retaining valve, a piston in said retaining valve adapted to control the exhaust pressure outlet from the air brake equipment, a connection between the train pipe and the retaining valve through which all pressure is supplied to said equipment adapted to operate said piston and close said exhaust outlet before charging the system, a connection between the retaining *alve and the air brake equipment whereby the retaining valve is adapted to receive an equalized pressure upon opposite ends of said piston, and means for moving said piston to open said exhaust outlet when the pressure in the system becomes equalized.

3. An air brake system comprising a brake equipment. a retaining valve, a piston in said retaining valve adapted to control the exhaust pressure outlet from the air brake equipment. a connection between the train pipe and the retaining valve through which all pressure is supplied to said equipment adapted to operate said piston and close said exhaust outlet before charging said equipment, a connection between the retaining" valve and the air brake equipment whereby the retaining valve is adapted to receive an equalized pressure upon opposite ends of said piston, and a spring adapted for moving said piston to open said exhaust outlet when the pressures on opposite ends of said piston are equalized.

4. An air brake system comprising a brake equipment, a retaining valve, a connection between said valve and said equipment through which all pressure is supplied to the system, a piston in said retaining valve adapted to control the exhaust pressure outlet from the air brake equipment, a connection between the train pipe and the retaining valve adapted to actuate the retaining valve and fully operate said piston and close said exhaust outlet before charging the system, an auxiliary reservoir included in said air brake equipment, a connection be tween the retaining valve and the auxiliary reservoir whereby the retaining valve is adapted to receive an equalized pressure upon opposite ends of said piston, and means for moving said piston to open said exhaust outlet when the pressure in the system becomes equalized.

5. An air brake system comprising a train pipe, a triple'valve, an auxiliary reservoir and a brake cylinder, a retaining valve through which all pressure is supplied to the triple valve and adapted to control the exhaust pressure from the triple valve, said retaining valve having an exhaust port and close said connection between the retaining valve and the triple valve formed therein, a connection between the train pipe and the retaining valve adapted to close said exhaust port, a connection between the auxiliary reservoir and the retaining valve adapted to admit the auxiliary reservoir pressure to the retaining valve at the opposite connection thereof from said train pipe pressure connection, and a spring within the retaining valve adapted to open said exhaust port when the auxiliary reservoir pressure is equal to the train pipe pressure.

6. An air brake system comprising a train pipe, a triple valve, an auxiliary reservoir and a brake cylinder, a retaining valve adapted to control the exhaust p ressurc from the triple valve, said retaining valve having an exhaust port formed therein. a connection between the train pipe and the retaining valve, a connection between the retaining valve and the train pipe connection of the. triple valve, a bypass forming a connection between the train pipe and said train pipe connection of the triple valve independent of the retaining valve, a check valve in said. by-pass connection adapted to direct the pressure from the train pipe to the retaining valve and allow pressure to pass from the triple valve to the train pipe independent of the retaining valve, and a connection with the retaining valve adapted to ad unit the train pipe pressure to the retaining valve at the opposite end thereof from the train pipe connection therewith whereby. the pressures upon opposite ends of the retainmg valve may become equalized.

7. An air brake system comprising brake pipe, a triple valve, a retaining valve having a casing, a piston slidably mounted in said casin said casing having a pressure chamber ibrmed therein, a connection forming communication between the brake pipe and said chamber whereby the train pipe pressure may move said piston, a connection between the casing and the triple valve adapted to be normall closed by said piston and opened by sai piston when moved out of its normal position by pressure from the train pi e, said casing having an exhaust port ormed therein adapted to be opened by said piston when in the normal position and closed when the piston is moved by the train pipe pressure, and a connection between the casing in communication with said exhaust port of the retaining valve and the exhaust outlet of the triple valve.

8. An air brake system comprising a brake pipe, a triple valve, a retaining valve casing, a piston slidably mounted in said casing, a spring tending to hold said piston in a normal position, said casing having a pressure chamber formed therein at one end of the piston, a connection between the easing and the train pipe adapted to admit pressure to said chamber and move the pisston from its normal position, said casing having an outlet passage formed therein connected with the triple valve train pipe connection and adapted to be closed by said piston when in the normal position, a connection between the casing and the pressure associated with the triple valve adapted to admit pressure upon the opposite end of the piston, a connection between the triple valve exhaust outlet and said casing, said casing having an exhaust port in communication with the last mentioned connection adapted to be opened by said piston when in its normal position and closedby said. piston when moved by increased train pipe pressure, and a connection between the triple valve train pipe connection and said train pipe through which pressure may pass from the triple valve into the train pipe.

9. A retaining valve comprising a casing, a double end piston slidably mounted in the casing, said piston having a reduced central portion adapted to form an exhaust cham ber within said casing between said heads, a connection between said casing and the triple valve exhaust outlet communicating with said exhaust chamber and adapted to be closed by one of said piston heads, a connection upon said casing in communication with the train pipe and with a pressure chamber formed within the casing at one end of the piston, said casing having L cl cated at the opposite head of s piston whereby said last mentioned pr. ire may equalize with the pressure upon the opposite head of the piston, and a spring tending to move said piston when the pressures upon opposite heads are equalized.

10. An air brake system adapted for releasing all the brakes of a train of cars simultaneously comprising, a standard air brake equipment upon each car, a train pipe connecting said equipments, a retaining valve upon each car connected between the train pipe and said equipment adapted to retain the exhausts from the said equipments when the train pipe pressure is greater than the pressure in said equipments and adapted to open said exhausts when the train pipe pressure and the pressure in the equipments equalize at any pressure during the recharging of the system.

11. An air brake system adapted for releasing all the brakes of a train of cars simultaneously comprising, a standard air brake equipment including a triple valve upon each car, a train pipe, a retaining valve upon each car connected between the train pipe and said triple valve adapted to retain the exhaust from the triple valve until all the triple valves of the train are in the exhaust position, and said retaining valves adapted to open said exhaust from the triple valves when the pressures in the system become equalized at any pressure during the recharging of the system.

12. An air brake system comprising a standard air brake equipment including a triple valve, a train pipe, a retaining valve connected between the train pipe and the triple valve, said retaining valve having an exhaust port connected with the exhaust outlet of the triple valve, said retaining valve adapted to retain the exhaust from the triple valve when the train pipe pressure is increased and the triple valve exhaust outlet is open, said retaining valve adapted to be moved into a position to open the exhaust port of the retaining valve when the triple valve exhaust outlet is closed due to, a reduction in the train pipe pressure, and both said retaining valve exhaust port and said triple valve exhaust outlet adapted to be opened when the pressure in the train pipe becomes equalized with the equipment pressure due to the train pipe pressure being shut off at the source of supply.

13, A retaining valve comprising a casing, a double end piston having heads oi equal area slidably mounted in the easing said casing having a pressure chambe? formed at opposite ends thereof and separated by said piston, said casing having inlet and outlet ports formed therein coinniunicating with the pressure chamber at one end of the casing, said outlet port being off-set from the inlet port and adapted to be closed by said piston, a stop adapted to normally hold said piston in a position to close said outlet port and prevent the piston from closing the inlet port, a spring tending to hold said piston against said stop, said piston having a reduced central por-- tion adapted to form an exhaust chamber within the casing between said heads, said casing having poi'ts therein forming a passageway through said exhaust chamber adapted to be opened when the piston is positioned against said stop and closed when the piston is moved against the action of the spring, and said casing having a port therein forming a communication from without the casing with the pressure chamber located in the opposite end of the caning from said first mentioned inlet port.

In testimony whereof I afiix my signature.

TlfHOliilAS JAMES, '71:. 

